JPS5811630Y2 - Turn signal switch cancel device - Google Patents

Description

[Detailed description of the invention] The present invention relates to a turn signal device used in automobiles, etc., and relates to a cancel device for a turn signal switch that automatically returns the operating lever to the neutral position in conjunction with the rotational operation of the steering wheel. .

Conventionally, this type of device has been equipped with a cancel cam in which a ratchet is swingably supported on a bracket that is rotatably operated by a lever, and a claw is engaged with a steering wheel so that the cancel cam rotates integrally with the steering wheel. When the bracket is rotated to the left or right by the lever, the claw piece of the ratchet is positioned within the rotational trajectory of the cam crest of the cancel cam, and the cancel cam is rotated by the steering wheel in the opposite direction to the rotation direction of the lever. When the bracket is rotated, the cam crest of the cancel cam pushes the ratchet pawl to return the bracket to the neutral position.

However, the above-mentioned conventional structure has a large number of parts and is complicated in construction, and one assembly is troublesome and the cost is generally high.Furthermore, a horn contact that slides on the horn plate is required.

The present invention has been made in view of the above circumstances, and includes a rond installed on a bracket that is rotated by a lever, and a first and a second rond installed on the underside of the steering wheel to return the bracket to the neutral position via the rond. By providing a cam, the structure can be simplified by eliminating the need for a ratchet and cancel cam, making assembly easier, and making it possible to share the rond with the horn contact, further simplifying the structure. It is an object of the present invention to provide a turn signal switch canceling device that can reduce costs overall.

An embodiment of the present invention will be described below with reference to FIGS. 1 to 3.

Reference numeral 1 denotes a base provided at the upper end of the column cover, and a convex portion 2 provided with three concave portions 2a to 2c for one-way movement is integrally molded.

Reference numeral 3 denotes a bracket rotatably supported on the upper surface of the base 1, and the rotation center 0□ of this bracket is located at the insertion hole 4 (
A steering shaft passes through this insertion hole 4, and is provided at a predetermined distance from the center 02 of this insertion hole 4, which coincides with the rotation center of a steering wheel, which will be described later.

A lever 5 for operation is attached to the support portion 3a of the bracket 3 via a pin 6.

A steel ball 7 and a compression coil spring (not shown) that presses and biases the steel ball 7 in the direction of the protrusion 2 are disposed on the side of the bracket 3 corresponding to the protrusion 2, so that the rotation of the bracket 30 has a sense of motion. I try to give.

A rod 9, which is biased upwardly by a compression coil spring 8, is supported in a vertically movable manner on a convex portion 3b formed on the upper surface of the bracket 3, and this rod 9 is connected to the positive terminal of the battery via a horn. electrically connected to.

Reference numeral 10 denotes a steering wheel fixed to the upper end of a steering shaft (not shown).A substantially annular horn plate 11 made of metal, for example, is fixed to the lower surface of the steering wheel.This horn plate 11 is connected to a horn button (not shown). ) through which the body is grounded.

- When the lever 5 is in the neutral position, the steel ball 7 is moved into the recess 2.
b, and the rod 9 is located at point A shown in FIG. 9 is located at point B shown in FIG. 2, and is separated from the steering wheel 100 rotation center 02 from point A, and further moves the lever 5 counterclockwise (in the direction of the arrow) from the neutral position.
When the steel ball 7 is rotated, the steel ball 7 engages with the recess 2c, and the rod 9 is located at a point C shown in FIG. 2, closer to the rotation center 02 of the steering wheel 100 than a point A.

When the steering wheel 10 is fixed to the steering shaft, the tip of the rod 9 slides into contact with the lower surface of the horn plate 11 by the biasing force of the compression coil spring 8, and becomes electrically connected. The horn can be sounded by closing the current-carrying circuit.

Reference numerals 12 and 13 denote first and second cam ridges formed to bulge downward on the horn plate 11. Similarly, the second cam ridge 13 is provided on a circumference C that passes through point C around the rotation center 02.

The first cam ridge 12 is a cam surface 12b that gradually rises from the top 12a in the clockwise direction (arrow R direction).
, and conversely, a cam surface 12c is formed that rises rapidly from the top portion 12a in a counterclockwise direction (in the direction of the arrow).

Further, the second cam ridge 13 moves clockwise from the top 13a (
Cam surface 13 that rises rapidly in the direction of arrow R)
cam surface 13 that gradually rises in the counterclockwise direction (in the direction of the arrow) from the top 13a.
c is formed.

Further, the first and second cam ridges 12 and 13 are formed as inclined surfaces whose side portions 12d13d gradually rise toward the circumference a passing through point A.

When the bracket 3 is rotated by the lever 5 in the direction of the arrow R, the right turn flasher lamp is closed. The switch that energizes the turn flasher lamp is closed,
When the lever 5 is placed in the neutral position, both of the single-car switches are opened.

Next, the operation of this embodiment configured as above will be explained.

In the normal state where the lever 5 is located at the neutral position, the rod 9 is located at point A, so 100 rotations of the steering wheel causes the tip of the rod 9 to come into sliding contact on the circumference a of the horn plate 110. It does not meet any of the first and second cam peaks 12 and 13.

Now, when the bracket 3 is rotated in the direction of arrow R using the lever 5, the steel ball 7 is engaged with the recess 2a and the rod 9 is positioned above point B. When the steering wheel 10 is rotated, the tip of the rod 9 is Horn 7”L/-)110
Sliding contact on the circumference.

In this state, when the steering wheel 10 is rotated in the direction of arrow R and the rod 9 faces the first cam ridge 12.

The rod 9 is pushed down by the gently inclined cam surface 12b of the first cam ridge 12, so that the rod 9 hangs over the first cam ridge 12, and the bracket 3 rotates in the direction of arrow R. (See Figure 3a).

When the steering wheel 10 is rotated in the opposite direction and the rod 9 faces the first cam ridge 12, this first
Since the steeply inclined cam surface 12c of the cam ridge 12 transmits a rotational force in the direction of the arrow to the rod 9, the component force directed toward point A due to this rotational force is applied to the compression coil spring that urges the steel ball 7. When the spring force is exceeded, the bracket 3 is rotated back in the direction of the arrow and returned to the neutral position (see Figure 3).
.

By the way, if the lever 5 is kept rotated in the direction of the arrow R and the steering wheel 10 is rotated in the direction of the arrow, even if the cam surface 12c contacts the rod 9, the plateau 3 will not move in the direction of the arrow. Since the return rotation is restricted, the rod 9 is pushed down along the slope of the cam surface 12c and overcomes the first cam ridge 12 (see FIG. 3C).

The above is the effect when the bracket 3 is rotated in the direction of the arrow R by the lever 5. However, when the bracket 3 is rotated in the direction of the arrow by the lever 5, the steel ball 7 moves into the recess 2.
At the same time as being engaged with point C, the rod 9 is positioned at point C, and its tip slides on the circumference C of the horn plate 110.

In this state, when the steering wheel 10 is rotated in the same direction as the rotation direction of the lever 5, the rod 9 is pushed down by the gently inclined cam surface 13c of the second cam ridge 13. As a result, the bracket 3 is maintained in a rotated state in the direction of the arrow.

On the other hand, when the steering wheel 10 is rotated in the direction of the arrow R, which is opposite to the rotation direction of the lever 5, the steeply inclined cam surface 13b transmits the rotational force in the direction of the arrow R to the rod 9, so that the bracket 3 is rotated back in the direction of arrow R and returned to the neutral position.

Further, when the steering wheel 10 is rotated in the direction of the arrow R while the lever 5 is held rotated in the direction of the arrow, the rod 9 is pushed down along the steeply inclined cam surface 13b and the second Get over Kamuyama 13.

By the way, when the bracket 3 is rotated from a neutral state in the direction of arrow R or L by the lever 5, the rod 9
and side portions 12 d and 1 of the second cam ridges 12 and 13
3d, but in these cases, when the bracket 3 is rotated, the rod 9 is pushed down along the slopes of the side surfaces 12d and 13d, and the first cam ridge 12
and 13, so bracket 30
Although the rotation operation is slightly heavier than in other cases, sufficient rotation operation is possible.

As described above, according to this embodiment, the rod 9 is connected to the first and second rods.
The cam ridges 12 and 13 of the steering wheel 100
In addition to the action of returning the bracket 3, which has been rotated in the direction of arrow R or L due to rotational force, to the neutral position, it also slides into contact with the horn plate 11 of the steering wheel 10 to form an electric circuit for the horn, which is different from the conventional structure. There is no need to provide such a separate horn contact.

In the above embodiment, since the first and second cam ridges are formed on the horn plate 11, the rod 9 can also be used as a horn contact.

As shown in FIG. 4, a dedicated bone conductor 14 may be provided on the convex portion 2 of the base 1. In this case, the first
Since the second cam ridge can be integrally formed on the lower surface of the steering wheel, the first and second cam ridges can be formed without misalignment with respect to the center of rotation of the steering wheel.

As is clear from the above description, the present invention eliminates the need for a structure corresponding to a conventional ratchet and cancel cam, and the first and second cam ridges can be integrally formed on the steering wheel or horn plate, so only one part is needed. It is possible to simplify the configuration by reducing the amount of noise, and it is possible to improve ease of assembly, reduce weight, and reduce costs.

Also, by providing the first and second cam ridges on the horn plate, the rod can be used in common with the horn contact, eliminating the need for a dedicated horn contact.
The configuration can be further simplified.

Of course, even with such a simple configuration, in addition to the normal canceling effect of returning the lever to the neutral position by rotating the steering wheel in the opposite direction to the rotational direction of the lever, it is possible to Rondo, first and second cam ridges, and brackets for various operations performed when driving a car, such as rotating in the same direction or holding the lever against the above-mentioned canceling action. In addition, no unreasonable load is applied to the lever, and the rotational operation of the steering wheel is not obstructed.

[Brief explanation of the drawing]

1 to 3 show an embodiment of the present invention,
FIG. 1 is an exploded perspective view, and FIG. 2 is a top view. FIG. 3 is an explanatory view showing the relationship between the first cam ridge and the rod, and FIG. 4 is a top view showing another embodiment of the present invention. In the drawings, 1 is a base, 3 is a bracket, 5 is a lever, 8 is a compression coil spring, 9 is a rod, 10 is a steering wheel, 11 is a horn plate, 12 is a first cam ridge, 1
3 is the second cam mountain.

Claims (1)

[Scope of utility model registration request] A bracket is provided on the base provided at the upper end of the column cover so that it can be rotated from a neutral position to the left or right by a lever, and a bracket is installed vertically movably on this bracket and is constantly biased upward. Rondos are arranged so that they approach or move away from the center of rotation of the steering wheel as the bracket is rotated to the left or right; A first method for returning the bracket to the neutral position by transmitting the rotational force of a steering wheel rotated in a direction opposite to the rotational force direction of the bracket to the bracket that has been rotated to the left or right through the Rondo. and a second cam.